new east-west street: kenaston gardens and rean drive · new east-west street:kenaston gardens to...

NEW EAST-WEST STREET: KENASTON GARDENS TO REAN DRIVEMUNICIPAL CLASS ENVIRONMENTAL ASSESSMENT

PROJECT FILE REPORT

C I T Y O F T O R O N T O

New East-West Street: Kenaston Gardensand Rean Drive

Municipal Class Environmental Assessment(EA) Study

P R O J E C T F I L E R E P O R T

M O R R I S O N H E R S H F I E L D L I M I T E DSUITE 300, 125 COMMERCE VALLEY DRIVE WESTMARKHAM, ONTARIO, L3T 7W4TEL: (416) 499-3110FAX: (416) 499-9658

SEPTEMBER 14 2017


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Executive Summary

The City of Toronto has conducted a Municipal Class Environmental Assessment Study (the “EAStudy”) for a new east-west street between Kenaston Gardens and Rean Drive under theSchedule “B” process. The recommendations of this EA Study implement the policies andplanning objectives outlined in the City’s Official Plan, the Sheppard East Subway CorridorSecondary Plan and the Southeast Bayview Node Context Plan. The recommendations of this EAStudy also address the Official Plan policies related to the need to develop a more pedestrianand cycling-friendly environment aligned with the Accessibility for Ontarians with DisabilitiesAct (AODA).

This study, which was undertaken by City of Toronto, initiated undertaking background studiesof the area in May of 2016, with the formal Notice of Commencement being issued inSeptember of 2016. In accordance with the Municipal Class Environmental Assessment PlanningProcess, the study followed a process of developing and evaluating alternative solutions andrecommending a preferred solution.

Figure E.1 –Study Area and Focus Area

Problem and Opportunity Statement

The following Project Problem/Opportunity statement was developed by the Project Teamthrough the review of existing and future conditions of the study area and through consultationwith the public and stakeholders:


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Under the Southeast Bayview Node Context Plan, a new east-west street between KenastonGardens and Rean Drive is envisioned to provide improved pedestrian connections, smallerblock sizes, and further frontage for street-oriented buildings. The new street will also serveand be accessible to users of all ages.

A portion of this new street has already been constructed through development. There may bepotential to coordinate timing for construction of the new street with development.

The existing private driveway between Barberry Place and Rean Drive will be updated to meetCity of Toronto standards for elements such as roadway and sidewalk widths, street lighting,etc.

Alternative Solutions and Evaluation

Alternative Solutions are reasonable, feasible ways of addressing the problem/opportunitystatement. Alternative Solutions include the “Do Nothing” alternative. The alternativesolutions that were considered are as follows:

Alternative 1 - Do Nothing. This alternative would maintain the existing private drivewaybetween Rean Drive and Barberry Place. In this case since the driveway does not meet Citystandards, the City could not assume the driveway and take over its operation and it wouldremain private.

Alternative 2 - New east-west street (Kenaston Gardens to Barberry Place). The new portion ofstreet would be built to City standards. Approximately the west half of this street (Station0+000 to 0+068 as shown on Figure 7.5 and in detail in Appendix E) is planned to be built by theadjacent Chestnut Hill development and turned over to the City. The existing driveway betweenRean Drive and Barberry Place would remain as-is.

Alternative 3 - Reconstruct existing street (Barberry Place to Rean Drive). In this case the Citywould rebuild the existing driveway to City standards and could assume this street, but theportion from Barberry Place to Kenaston Gardens remain as-is.

Alternative 4 - Combination of New and Reconstructed Street (Alternative 2 and Alternative 3).With this alternative the City would rebuild the east portion and build the remaining unbuiltand full west portion to City standards and the City would assume the roadway to operate it asa City street. (Alternative 2 and Alternative 3)

Consultation with technical agencies and stakeholders helped identify Alternative 4 as the“Preliminary Preferred Solution”. Alternative 4 was then confirmed as the Preferred Solutionbased on input at the Public Information Centre and subsequent input and review.

Summary of Refined Preferred Solution

The Refined Preferred Solution (Figure 7.1 to Figure 7.5) is for new and reconstructed street byproviding a new street between Kenaston Gardens and Barberry place and reconstructing andimproving to standards the existing private driveway between Barberry place and Rean Drive.


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Key Design Features of the Preferred Solution include:

• New 2-lane east-west street between Kenaston Gardens and Barberry Place

• Reconstructing the existing east-west street between Barberry Place and Rean Drive to a2-lane urban cross-section

• Providing 2-way stop signs at the intersections of Kenaston Gardens, Barberry Place andRean Drive

• Providing continuous sidewalks on both sides of the new east-west street to enhancethe pedestrian environment and thereby improve accessibility within the immediatestudy area

• Opportunity for new tree plantings, street furniture and street lighting

• Providing a storm sewer system to provide quantity and quality control to stormwaterrunoff

Consultation Process

Throughout the study, the public and various interest groups have had opportunities to makecomments, identify issues and provide additional information. Opportunities to providefeedback included one public information centre, five stakeholder meetings, three TechnicalAdvisory Committee meetings, and correspondence with several agencies. The commentsprovided by the public and interest groups have broadened the information base for the projectand facilitated decision making in the process.

Anticipated Impact, Mitigation and Monitoring

Anticipated impacts include traffic impacts at the intersections including pedestrian access atsidewalks of the New Street on Rean Drive, Barberry Place and Kenaston Gardens. Theconstruction will need to be coordinated with the Liberty Development access and the buildingfrontages with their main access, sidewalks.

Mitigation is limited mainly to coordination of the design, features and grading with adjacentproperties. The design must avoid impact to the heritage property at #9 Barberry Place.

Cost and Implementation

The total estimated cost is $631,242, exclusive of costs associated with property acquisitionrequirements. The estimate is based on the recommended pavement structure of 40mm HL3,60mm HL8, 150mm Granular A and 250 mm Granular B. The estimate also includes theanticipated storm water infrastructure, demolition of the existing homes and relocation ofutilities.

Since most of the proposed right-of-way requires the acquisition of private property, the Citywill need to work closely with property owners to acquire the necessary property. In total, theCity will need to acquire property and/or acquire permanent easements from 2 landowners.


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TABLE OF CONTENT1 INTRODUCTION AND PROJECT BACKGROUND.................................................... 1

1.1 INTRODUCTION ..................................................................................................................................... 11.2 STUDY AREA ........................................................................................................................................ 11.3 PROJECT BACKGROUND AND POLICY CONTEXT ..................................................................................... 21.4 THE CLASS ENVIRONMENTAL ASSESSMENT PROCESS............................................................................. 31.5 THE PROJECT TEAM .............................................................................................................................. 7

2 PROBLEM AND OPPORTUNITY STATEMENT......................................................... 83 EXISTING ENVIRONMENT .......................................................................................... 8

3.1 ROADWAY ENVIRONMENT .................................................................................................................... 83.2 PEDESTRIAN SIDEWALK AND BIKE LANES............................................................................................ 103.3 TRAFFIC OPERATIONS ......................................................................................................................... 103.4 FUTURE GROWTH AND DEVELOPMENT ................................................................................................ 103.5 MUNICIPAL SERVICES AND DRAINAGE ................................................................................................. 103.6 HYDRO AND UTILITIES ........................................................................................................................ 113.7 ENVIRONMENTAL SITE ASSESSMENT (ESA) ......................................................................................... 123.8 GEOTECHNICAL INVESTIGATION .......................................................................................................... 143.9 NATURAL ENVIRONMENT AND CULTURAL AND HERITAGE ENVIRONMENT ............................................ 16

4 ALTERNATIVE SOLUTIONS AND EVALUATION METHODOLOGY ................. 174.1 TRAFFIC STUDY .................................................................................................................................. 174.2 ALTERNATIVE SOLUTIONS .................................................................................................................. 184.3 EVALUATION METHODOLOGY ............................................................................................................. 194.4 EVALUATION OF ALTERNATIVE SOLUTIONS ......................................................................................... 214.5 PREFERRED SOLUTIONS ...................................................................................................................... 21

5 SUMMARY OF PREFERRED SOLUTION ................................................................. 246 CONSULTATION PROCESS ........................................................................................ 26

6.1 STAKEHOLDER CONSULTATION ........................................................................................................... 266.2 PUBLIC CONSULTATION ...................................................................................................................... 27

7 DESIGN AND IMPLEMENTATION ............................................................................ 287.1 TIMING ............................................................................................................................................... 287.2 TYPICAL CROSS-SECTIONS .................................................................................................................. 287.3 HORIZONTAL ALIGNMENT OF REFINED PREFERRED SOLUTION ............................................................. 297.4 PROFILE OF REFINED PREFERRED SOLUTION ........................................................................................ 307.5 MUNICIPAL SERVICES AND DRAINAGE IMPACTS................................................................................... 347.6 HYDRO AND ELECTRICAL IMPACTS...................................................................................................... 347.7 VEGETATION IMPACTS ........................................................................................................................ 347.8 GEOTECHNICAL RECOMMENDATIONS .................................................................................................. 357.9 ARCHAEOLOGICAL, HERITAGE, AND CULTURAL ENVIRONMENT ........................................................... 367.10 COST ESTIMATE .................................................................................................................................. 367.11 PERMITS AND APPROVALS................................................................................................................... 377.12 MITIGATION MEASURES ...................................................................................................................... 37

8 CONCLUSION ................................................................................................................ 39


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TABLE OF FIGURES

FIGURE E.1 –STUDY AREA AND FOCUS AREA .................................................................................................................... II

FIGURE 1.1 –STUDY AREA AND FOCUS AREA .................................................................................................................... 1FIGURE 1.2 – SHEPPARD AVENUE EAST CORRIDOR – BAYVIEW NODE .................................................................................... 2FIGURE 1.3 - FOCUS AREA ............................................................................................................................................ 3FIGURE 1.4 – MUNICIPAL CLASS EA PLANNING AND DESIGN PROCESS ................................................................................... 6FIGURE 3.1 – EXISTING CONDITIONS............................................................................................................................... 9FIGURE 4.1 – ALTERNATIVE SOLUTIONS......................................................................................................................... 19FIGURE 4.2 – EVALUATION SCALE ................................................................................................................................ 20FIGURE 7.1 – TYPICAL SECTION - NEW EAST-WEST STREET (KENASTON GARDENS TO BARBERRY PLACE) (FACING EAST) .................. 28FIGURE 7.2 – TYPICAL SECTION - RECONSTRUCT EXISTING STREET (BARBERRY PLACE TO REAN DRIVE) (FACING EAST) .................... 29FIGURE 7.3 – –REFINED PREFERRED SOLUTION - NEW EAST-WEST STREET (KENASTON GARDENS TO BARBERRY PLACE) .................. 31FIGURE 7.4 – REFINED PREFERRED SOLUTION - RECONSTRUCT EXISTING STREET (BARBERRY PLACE TO REAN DRIVE) ...................... 32FIGURE 7.5 – EXISTING AND PROPOSED PROFILE OF NEW EAST-WEST STREET ......................................................................... 33

TABLE OF TABLESTABLE 4.1 - EVALUATION CRITERIA .............................................................................................................................. 20TABLE 4.2 – ALTERNATIVE SOLUTIONS EVALUATION ........................................................................................................ 22TABLE 7.1 – PRELIMINARY CONSTRUCTION COST ESTIMATE ............................................................................................... 36


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LIST OF APPENDICES

APPENDIX A: Notice of CommencementProject Team and Technical Advisory Committee ListMinutes of Meetings

APPENDIX B: Notice of Public Information Centre (PIC) #1PIC #1 Public Consultation Summary ReportPIC #1 Presentation BoardsPIC #1 Comment Sheet

APPENDIX C: Existing Conditions and Composite City of Toronto Utility Plan (Aerial) andSUE report

APPENDIX D: Liberty Development Plan

APPENDIX E: Chestnut Hill Development Plan

APPENDIX F: Traffic Analysis Memorandum

APPENDIX G: Arborist Report

APPENDIX H: Stage 1 Archaeological Assessment Report

APPENDIX I: Phase I ESA Report and Phase II ESA Report

APPENDIX J: Geotechnical Investigation Report

APPENDIX K: Preliminary Construction Cost Estimate

APPENDIX L: Southeast Bayview Node Context Plan


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1 INTRODUCTION AND PROJECT BACKGROUND

1.1 INTRODUCTION

The City of Toronto has completed a Municipal Class Environmental Assessment (EA) Study (the“EA Study”) to examine and evaluate options for a new street between Rean Drive andKenaston Gardens. This EA was carried out as a Schedule “B” project in accordance with theMunicipal Engineers Association (MEA) Municipal Class Environmental Assessment (MCEA)process. This Project File documents the rationale and justification for the project; studybackground; existing and future conditions within the study area; the traffic study and results;the alternatives considered; and the consultation undertaken with interested stakeholders, thatled to the identification of a preferred alternative solution.

1.2 STUDY AREA

This study focuses on the recommendations identified as part of the Southeast Bayview NodeContext Plan (2004) as shown below as Area "B" in Figure 1.1, specifically a new east-weststreet connection between Kenaston Gardens and Rean Drive. Since approval of the ContextPlan in 2000, the recommendations have been implemented as development proceeded withthe only remaining recommendation being the new east-west street connection. The ContextPlan is shown in Appendix L. The study area is bounded to the west by Bayview Avenue, to theeast by the property blocks east of Rean Drive, to the north by Sheppard Avenue East, and tothe south by Highway 401.

Figure 1.1 –Study Area and Focus Area


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1.3 PROJECT BACKGROUND AND POLICY CONTEXT

Since the completion of the TTC's Sheppard subway line in 2002, the communities south ofSheppard Avenue East and east of Bayview Avenue in North York have and continue toexperience a significant amount of residential development. Guiding this development is theSheppard East Subway Corridor Secondary Plan which identifies site-specific policies for keydevelopment areas along Sheppard Avenue East corridor. The "Bayview Node" area, asillustrated in Figure 1.2 below, centres around the TTC's Bayview subway station withresidential and mixed-use development within walking distance to transit.

Figure 1.2 – Sheppard Avenue East Corridor – Bayview Node

Development within the southeast quadrant of the "Bayview Node" was further refined in theSoutheast Bayview Node Context Plan adopted by City Council in 2000. The Context Planprovides a framework for a public realm that includes a fine grain of public streets, with neweast-west streets through existing large blocks to provide further frontage for street-orientedbuildings and improved pedestrian connections to access all sites including the subway station.


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Figure 1.3 below illustrates the various transportation improvements that were recommendedin the Context Plan and subsequently implemented over the years as development unfolded.The new east-west street connection is the final transportation recommendation remaining tobe studied and implemented.

Previously Implemented Recommendation

Recommendation yet to be implemented

Figure 1.3 - Focus Area

1.4 THE CLASS ENVIRONMENTAL ASSESSMENT PROCESS

1.4.1 THE ENVIRONMENTAL ASSESSMENT ACT OF ONTARIO

The Environmental Assessment Act of Ontario (EAA) provides for the protection, conservation,and wise management of the environment in Ontario. The EAA applies to municipalinfrastructure projects, including municipal road projects. Activities with common


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characteristics and common potential effects may be assessed as part of a “class”, and aretherefore approved subject to compliance with the pre-approved Class EA process.

1.4.2 THE CLASS ENVIRONMENTAL ASSESSMENT PROCESS

The Municipal Class Environmental Assessment (EA), Schedule ‘B’ being followed for this EA, isan approved Class EA process that applies to municipal infrastructure projects including roads,water, and wastewater. The Municipal Class EA outlines a comprehensive planning process asfollows:

Problem definitionIdentification of alternatives (including “Do Nothing”)Analysis and evaluation of their effects on the environment including natural, social,economic, and engineeringDetermination of a preferred alternative and associated mitigation measuresConsultation with technical agencies and public throughout the process

This process provides a comprehensive planning approach to consider several alternativesolutions and evaluate their impact on a set of criteria (e.g. technical, environmental, social,cost) and determine any mitigating measures to arrive at a preferred alternative for addressingthe problem (or opportunity). The Municipal Class EA is an approved planning process thatdescribes the process that must be followed to meet the requirements of the Ontario EA Act.Providing the Class EA planning process is followed, a proponent does not have to apply forformal approval under the EA Act.

Four types of projects or activities to which the Municipal Class EA applies are:

Schedule ‘A’ Projects that are limited in scale have minimal adverse environmentaleffects and include the majority of municipal road maintenance,operation, and emergency activities. These projects are pre-approvedand therefore, a municipality can proceed without further approvalunder the EA Act.

Schedule ‘A+’ As part of the 2007 amendments, Schedule A+ was introduced whereSchedule A+ projects are pre-approved; however, the public is to beadvised prior to project implementation. The purpose of Schedule A+ is to ensure some type of publicnotification for certain projects that are pre-approved under themunicipal class EA, it is appropriate to inform the public of municipalinfrastructure project(s) being constructed or implemented in their area.

Schedule ‘B’ Projects that have the potential for some adverse environmental effects.These projects are approved subject to a screening process, whichincludes directly contacting affected public and relevant reviewagencies.


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Schedule ‘C’ Projects that have the potential for significant environmental effectsthat must proceed under the planning and documentation proceduresoutlined in the Municipal Class EA document.

This study has been classified as a Schedule ‘B’ Municipal Class Environmental Assessment,which includes the Phase 1 and Phase 2 of the EA Process as illustrated in the flow chart foundbelow. Phase 1 involves identifying the problems and the opportunities for the modificationsand discretionary consultation with the public to review the problem and opportunitystatements. Phase 2 involves identifying alternative solutions and design concepts, evaluationof the alternatives, and selection of the preferred solution through technical analysis and publicconsultation.


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Figure 1.4 – Municipal Class EA Planning and Design Process


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1.5 THE PROJECT TEAM

Proponent Project Team City of Toronto

Andrew ChislettProject Manager, TransportationPlanner, Infrastructure Planning,Transportation Services

Marilia Cimini Project Manager, InfrastructurePlanning, Transportation Services

Diane Ho Transportation Planner, TransportationPlanning, City Planning

Geoffrey Lau

Transportation EngineeringCoordinator, Traffic Planning & Right-of-Way (North York District),Transportation Services

Dawn Hamilton Senior Planner, Urban Design (NorthYork District), City Planning

Steve Forrester Senior Planner, Community Planning(North York District), City Planning

Maogosha PyjorSenior Public Consultation Coordinator,Program Support - Policy, Planning,Finance & Administration

Jeffrey Dea Manager, Infrastructure Planning,Transportation Services

Jacqueline White Director, North York District,Transportation Services

Zaki SiddiqiEngineer, Engineering Review (NorthYork District), Engineering &Construction Services

Shad HusseinSenior Engineer, Water InfrastructureManagement Policy & ProgramDevelopment, Toronto Water

Shawn Dillon Manager, Traffic Operations (NorthYork District), Transportation Services

Primary Consultant Morrison Hershfield Ltd.

John Grebenc Project ManagerMartin-Pierre Blouin Project EngineerSara Fadaee Traffic PlannerMatthew Hooker Arborist


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Sub-Consultants A.M ArchaeologicalAssociatesAndrew Murray ArchaeologistGeoPro ConsultingLimitedDavid Liu Geotechnical Engineer

2 PROBLEM AND OPPORTUNITY STATEMENT

Based on the need and justification for a new east-west street between Kenaston Gardens andRean Drive as identified in the Context Plan, the following Problem and Opportunity Statementwas developed:

Under the Southeast Bayview Node Context Plan, a new east-west street between KenastonGardens and Rean Drive is envisioned to provide improved pedestrian connections, smallerblock sizes, and further frontage for street-oriented buildings. The new street will also serve andbe accessible to users of all ages.

A portion of this new street has already been constructed through development. There may bepotential to coordinate timing for construction of the new street with development.

3 EXISTING ENVIRONMENT

3.1 ROADWAY ENVIRONMENT

The existing transportation network in the study area reflects nearly all the recommendationsidentified in the Southeast Bayview Node Context Plan with exception of the new east-westextension between Kenaston Gardens and Barberry Place.

All access to the study area is provided through intersections with Sheppard Avenue. TheBarberry Place / Sheppard Avenue and Rean Drive / Sheppard Avenue intersections arecurrently signalized while the Kenaston Gardens intersection is a right-in / right-out movement.

There is an existing private driveway built from Rean Drive to Barberry Place. There is a 20metre right-of-way at the Rean Drive intersection for approximately 95m. The private drivewaynarrows for the west half of the length as it approaches Barberry Place. In the narrowed portionof driveway, fire route signing is in place given the tight driveway width. There are existing lay-bys in front of 12 Rean Drive (The Claridges) and 15 Barberry Place (Amica). Figure 3.1 belowillustrates the locations of these conditions and active development that is presently underway.


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Figure 3.1 – Existing Conditions


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3.2 PEDESTRIAN SIDEWALK AND BIKE LANES

Sidewalks are provided on both the north and south sides of the existing east-west driveway atthe Rean Drive. Currently, there are no plans for bike lanes in the area. Also the 5.9% grade onthe east segment of the existing roadway would be problematic for bicycle traffic.

3.3 TRAFFIC OPERATIONS

There are 3 intersections that provide access to the study area which are all located onSheppard Avenue: the Kenaston Gardens intersection is controlled through a right-in-right-outaccess due to its proximity to the Sheppard Avenue and Bayview Avenue intersection, theBarberry Place intersection which is controlled through traffic signals and the Rean Driveintersection which is also controlled through traffic signals with an exclusive eastbound right-turn lane into Rean Drive.

The need for the new street aligns with previous traffic and development studies and thedevelopment construction already completed in the right-of-way, allowing for a frontage roadfor planned and future development parcels in the area.

The Study Team has built on the assumption based on the Southeast Bayview Node ContextPlan that the street will operate with one lane each direction with likely no turn lanes on theroad or at the intersections given the limited available right-of-way. Parking need will be basedon the approach with condo development planning already completed on the east portion andthen considered separately for the west portion based on any commitments made or theallowances to be built into the plan.

3.4 FUTURE GROWTH AND DEVELOPMENT

Construction of new condominium developments are ongoing at the parcel of 591 and 593Sheppard Avenue East just west of 20 Rean Drive called the Liberty Development with portionsof the plans found in Appendix D. Construction of new development is also taking place on theparcel of 5, 7, 9 and 11 Kenaston Gardens and 577 Sheppard Avenue East, called the ChestnutHill development with portions of the plans found in Appendix E. The Study Team has met withboth developers to discuss the undertaking and investigate opportunities for coordinating plansand construction activities.

3.5 MUNICIPAL SERVICES AND DRAINAGEAll existing streets within the study area have already been urbanized with stormwaterconveyed through curb and gutters and catchbasins.

There are local storm sewers, sanitary sewer, and watermain along Rean Drive, Barberry Placeand Kenaston Gardens servicing the area as shown in the Existing Conditions and CompositeUtility Plan (Aerial). On Kenaston Gardens and on Rean Drive the watermain, storm sewer andsanitary sewer carry continuously past the potential new street right-of-way. On Barberry Placewatermain carries continuously past the existing private driveway, but the storm sewer and


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sanitary sewer are not continuous, each carrying down from Sheppard Avenue with a secondstorm sewer and sanitary sewer from the south ending 40 metres south of the south curb lineof the existing private driveway as shown on the Existing Conditions and Composite Utility Plan(Aerial).

The storm sewer is expected to have both on site control of quantity as well as quality of runoffwill be required to meet the City of Toronto “Green Streets Standards”. To achieve grades foroutletting, storm sewer would be required to outlet to each of the three intersecting streetsrespecting the existing and proposed road grades.

The Liberty Development plans illustrate a detailed road design plan identifying the installationof a 300mm PVC storm sewer, 300mm PVC watermain and 250mm PVC sanitary sewer whichconnect to the existing services to the east along Rean Drive. The services were installed in2017 as part of the first phase of the Liberty Development construction. The storm seweridentified the possible extension upstream to capture the runoff from the future road wideningnear Barberry Place with future catchbasins located approximately 60m downstream of theintersection. These catchbasins would be connected to a new storm sewer segment that wouldconnect to the existing storm manhole #3.

The Chestnut Hill development plans illustrate a detailed road design plan along the depth ofthe 15 Kenaston Gardens property to the back of the 23 Barberry Place rear property line. Thisroad and associated storm sewer drainage back and connected to the Kenaston Gardens stormsewer are expected to be built and be part of the new street design. The Chestnut Hill designplans developed along with the City of Toronto also carried the road alignment through toBarberry Place and this will form part of the plan for the new street alternative. The grade alongthe length of 23 Barberry Street drains toward Barberry Street and the storm sewer is expectedto also drain from west to east to outlet to the Barberry Street storm sewer.

The existing drainage pattern from Barberry Place will be maintained with flow generally fromwest to east. The east segment drains strongly down the steep slope to Rean Drive and the twooffset catchbasins just before Rean Drive that connect to the storm sewer along Rean Drive.

3.6 HYDRO AND UTILITIES

There are some remaining hydro poles located on the boulevards from Sheppard Avenue Eastto the south of the existing and new potential street alignment, behind the curbs on the westboulevard of Barberry Place and east boulevard of Kenaston Gardens that ends at the southproperty line of 15 Kenaston Gardens. A Bell underground and cable TV service box is alsolocated in this area. These service the redevelopment of 15 Kenaston Gardens along withproperties to the north.

There are three lighting poles on the north boulevard east of Rean Drive. In consultation withToronto Hydro, it was determined that these poles do not meet City of Toronto standards andwill be further reviewed during detailed design. Further details are provided in the subsurfaceutility engineering (SUE) report in Appendix C.


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3.7 ENVIRONMENTAL SITE ASSESSMENT (ESA)

3.7.1 PHASE I ESA

A Phase I Environmental Site Assessment (Phase I ESA) was prepared for this EA. The study areaof the ESA extends from Highway 401 to the south, Sheppard Avenue East to the north,Bayview Avenue to the west and to approximately 100 m east of Rean Drive. The focus area ofthe EA Study and this ESA includes:

The existing road segment between Barberry Place and Rean Drive and the right of way;The lands between Kenaston Gardens and Barberry Place where the new road segment andthe right of way are proposed to be built. These lands are occupied by residential dwellingsand are expected to be acquired by the City of Toronto to complete the new road and theright-of-way.

The Phase I ESA was completed in general accordance with the November 2001 CanadianStandards Association document entitled Phase I Environmental Site Assessment, Z768-01(R2012) and included a records review for the Site and the study area, a walkover of the Siteand study area, evaluation of the available information, and reporting The purpose of a Phase IESA is to identify actual and potential site contamination within the study area in order to assistin the preliminary evaluation of the alternatives.

The CSA Phase I ESA was enhanced by including a review of the land use and cultural heritageas part of the EA study carried out for the project.

The Site (focus area) and the adjacent lands have been used for residential purposes since1940s until present with the exception of the east part of the Site between Barberry Place andRean Drive which was developed as an access road in the early 2000s. The adjacent lands havebeen mostly redeveloped with midrise condominium buildings or are currently underdevelopment with residential buildings.

In general, the lands within the study area have been used mainly for residential (residentialhouses and apartment buildings) and community uses (church and YMCA). In addition, a retailfuel outlet with four (4) underground storage tanks (USTs) is located within the study area at2831 Bayview Avenue, approximately 100 m west of the west most part of the Site at thesoutheast corner of the intersection of Sheppard Avenue and Bayview Road. The retail fueloutlet has been in operation for over 50 years. In addition, several spills have been reported tooccur on this property in 1994, 2007 and 2011. The spills reportedly consisted ofspilling/releasing of 3,700 L, 500 L and 14 L of fuel to the ground and/or to the concrete surface.

A former fuel UST was located at a residential property located at 591 Sheppard Avenue East(the adjacent property north of the Site). This property is currently under redevelopment withresidential buildings. Previous Phase II ESA studies completed by others for this property in2012 did not identify soil or groundwater impacts at 591 Sheppard Avenue. In addition, aRecord of Site Condition (RSC) was filed for the property in 2015. As such, the former UST is notconsidered to be an issue of potential environmental concern for the Site.


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Based on the information obtained and reviewed as part of this Phase I ESA, no potentiallycontaminating activities (PCAs) were identified on the Site or on adjacent lands in immediatevicinity of the Site. However, the following PCA was identified within the study area that mayhave impacted the Site:

Presence of a retail fuel outlet at 2831 Bayview Avenue with 4 USTs, approximately 100 mwest and up-gradient of the Site. The retail fuel outlet has been in operation for over 50years and there is potential for subsurface contamination associated with the 4 USTs andthe reported spills. Given the distance between the Site (the focus area) and this PCA andthat the Site is separated from this potential source of contamination by midrise buildingswith deeper foundations, it is considered that the retail fuel outlet represents a medium riskfor potential subsurface impact on the Site (focus area).

Based on the above findings, a scoped Phase II Environmental Site Assessment (Phase II ESA)was recommended to be completed in conjunction with the proposed geotechnical andhydrogeological studies to assess the presence/absence of soil and/or groundwater impacts inthe west part of the Site at Kenaston Gardens due to potential contaminant migration from theretail fuel outlet.

The full Phase I ESA report is provided in Appendix I.

3.7.2 PHASE II ESA

Based on the findings of the Phase I ESA, a scoped Phase II Environmental Site Assessment(Phase I ESA) was prepared for the new East-West connection between Rean Drive andKenaston.

The purpose of a Phase II ESA is to determine the presence or absence of soil and/orgroundwater contamination on the property and to that end Morrison Hershfield followed themethodology described in the Canadian Standards Association (CSA) standard Z769-00, Phase IIEnvironmental Site Assessment. The scope of work included intrusive subsurface investigationsat a total of 10 boreholes, chemical analysis of soil and groundwater, assessment of remedialoptions, and generation of this report.

Based on the findings of the soil sampling and analysis, the following conclusions are made.

1. PAHs, VOCs and PHCs were not detected in soil. This indicates that the retail fuel outletat 2831 Bayview Avenue has not acted as a source of contamination.

2. Only the shallow fill layer have Sodium Absorption Rate (SAR) and/or ElectricalConductivity (EC) above the Table 3 RPI standards, and the elevated level of EC and SARis attributable to road salt application for the purpose of keeping the roadway safe fortraffic under conditions of snow or ice; therefore, in accordance with Section 48(3) of O.Reg. 153/04, EC and SAR are deemed not to be exceeding the MOECC Table 3 RPIstandards at the Site. Leaving the salt impacted soil onsite or re-using it for


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the on-site road development does not pose human health risks to the current or futuresite receptors (construction and trench workers) or ecological risks if no vegetation isplanted onsite. Therefore, no remedial action is required for the EC and SAR impactedsoil.

The following recommendations are made based on the findings of this assessment:

1. No remedial action is required for the EC and SAR impacted soil. The EC and SARimpacted soil can be re-used for the on-site road development.

2. If the salt impacted soil is to be disposed off-site, the soil may only be placed:a) A minimum of 1.5 m below the finished grade at the disposal location; andb) On non-agricultural property.

These findings will be reviewed further as part of the detailed design of the road.

The full Phase II ESA report is provided in Appendix I.

3.8 GEOTECHNICAL INVESTIGATION

The existing pavement between Rean Drive and Barberry Place consisted of asphalt concretewith an average thickness of about 104 mm (ranging from about 80 mm to 140 mm) overlyinggranular base and subbase materials with an average thickness of about 466 mm.

In general, the existing pavement on this section was observed to be in fair condition. The mostsignificant distresses are intermittent low to medium severity transverse cracking, few lowseverity edge cracking, few low severity segregation and few low to medium severity patching.

This existing roadway was designed and constructed to an urban cross-section (curb andcatchbasins). The overall surface drainage is generally considered to be fair. Observations alongthe length of the roadway indicate that the pavement surface water generally follows along theexisting pavement grades and is being directed to the concrete curb and to catch basins.

However, drainage is impaired by surface distresses, with unsealed cracks allowing surfacewater to infiltrate into the underlying pavement and subgrade. The catch basins were observedto be in fair to good condition.

The recommendations to meet the low traffic volumes projected are for 100 mm of asphalt (40mm HL3 top course over 60 mm HL8 base course) and 150 mm of Granular A over 250 mm ofGranular B west of Barberry Place to Kenaston Gardens and 280 mm of Granular B east ofBarberry Place to Rean Drive for widenings.

The geotechnical report recommendation is that the portion of existing new street betweenBarberry Place and Rean Drive that has an average of 90 mm of asphalt could be milled 50 mm(leaving only 40mm of old asphalt) or the full depth of 90 mm of pavement be removed and the


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new street be paved with 100 mm of new pavement which is the endorsed recommendedgiven the roadway design, staging and other issues noted below:

1. The existing asphalt has been in place since approximately the Year 2010;2. The Liberty development will cut the existing laneway for the easterly portion to build

the new sanitary sewer within the roadway surface in the north half of the roadway,which will require cutting away a width of 1 to 1.5m of pavement in the westbound laneand then patching the asphalt for approximately half of this portion of the new street.

3. The Liberty plan also has shown a future storm sewer design that is much what wasplanned to drain the new street with a new set of catchbasins just west of the Libertydriveway that would capture the flow from the portion new street from 5 to 10 m eastof Barberry Place, with that short potion flowing back to Barberry Place. Theconstruction of the storm sewer would require cutting away approximately 1 to 1.5meter of the pavement in the eastbound lane and then patching the asphalt forapproximately half of this portion of the new street;

4. The design for the new street at the ends at Barberry Place and Rean Drive will includeupdates from a driveway specification to a new street specification, this will include newslightly larger radii and removing the curb and gutters at both street connections as wellas removing the two sidewalk crossings through the new street, in addition the narrowstrip of pavement remaining (3-4m) between the crossing curb and gutter and sidewalksshould then be removed. In addition, a few more metres of pavement will be removedand patched just west of the sidewalk to place the sanitary manhole and in the future inthis jobs design for the storm manhole. In total about 10 metres of new pavement atthe Rean Drive end and 6-7 metres at the Barberry Place end will need to be placedwhen the new street is built. Catchbasins and catchbasin leads and sanitary sewerconnections will also require asphalt patching.

5. Only 40 mm of existing asphalt will be left after milling. The pavement has someevidence of cracking, and has the numerous patches proposed and will not provide thebest base for the new street.

6. The west half of the new street would only salvage just over 3 m of existing pavementand require 5 to 6 metres of widening.

7. Crossfalls will not necessarily match the proposed design cross section.

Given the points above, including the above cutting and patching of the existing pavement thatwill be nearing at least ten years of age even if the new street is budgeted and built within thenext 2-3 years, it is proposed that the new street be repaved full depth (100mm asphalt). It isrecommended that the staging of the construction of the new street should be planned todefer the removal of the pavement surface until later in the staging as near to final paving aspractical to limit the time that the driving surface is on granular material with the rampingrequired at numerous connections at a grade of 100 mm lower than the final pavementelevation. This staging will maintain surface grades to the abutting properties including theparking garages, driveways and existing lay-bys to the building main entrances. Use of theexisting pavement during construction will also provide a cleaner environment than havingconstruction and normal road traffic driving over a gravel surface with the tracking of mud and


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dust affecting the area.

The full geotechnical report is provided In Appendix J.

3.9 NATURAL ENVIRONMENT AND CULTURAL AND HERITAGEENVIRONMENT

The study area is located in an urban with residential, recreational and commercial land uses.Rean Park is situated within the study area, located southeast of Rean Drive, north of Highway401. There are no identified watercourses within the project area.

The vegetation in the area consist of trees lined in an urban setting. The section betweenBarberry Place and Rean Drive consists of landscaped trees which will likely be impacted by theproposed reconstruction of the Barberry Place – Rean Drive link. Vegetation removal along thewest end of this intersection may be required if sightlines are impacted.

Site visits have determined that the majority of vegetation for the #591 and 593 SheppardAvenue properties has been removed as part of the on-going construction of the development.Only 3 to 4 trees are still standing within the construction area that can be reviewed afterconstruction during detailed design to determine if they could be maintained.

Between Barberry Drive and KenastonGardens, all vegetation within the proposedcorridor will most likely need to be removed,including several trees in the existingbackyards and mature trees in front of #15Kenaston Gardens.

Existing vegetation along the south side of 13Barberry Place would need to be removed forthe alternatives being considered.

The study area also contains the Thomas ClarkHouse at #9 Barberry Place, which isdesignated under the Ontario Heritage Act. Asidentified in the Southeast Bayview Node Context Plan, the Thomas Clark House at #9 BarberryPlace is to be retained. The history of the property is identified on page 2 of the Stage 1Archaeological Assessment Report provided in Appendix G.

The Southeast Bayview Node Context Plan has identified that in the future, the house couldbecome a public building to be used as a community facility. Further documentation for theOntario Heritage Act designation of 9 Barberry Place is on file.

#15 Barberry Place


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The draft Functional Design plan illustrates that 9 Barberry Place will not be impacted.Implementation of the new street may result in an excess portion of the 13 Barberry Placeproperty that would not be required to build the new street. The north portion of the propertywould not be required for the planned 20 metre wide right-of-way. Adjacent to the east-weststreet right-of-way, there is a strip of property approximately 5 metres to the south of theexisting structure which could be protected during removal of the home and grading of the site.This could save 2-3 trees. This strip of property could be also be considered for uses including awider new street right-of-way including streetscaping or buffering beside 9 Barberry Place, orfor addition of this strip of property directly added to 9 Barberry Place.

4 ALTERNATIVE SOLUTIONS AND EVALUATION METHODOLOGY

4.1 TRAFFIC STUDY

A traffic impact assessment study was conducted for new east-west street extension from ReanDrive to Kenaston Gardens, and the potential impact of the site generated traffic wasinvestigated. Level-of-service analyses and operational reviews were completed for area roadsand intersections within the study area.

The study brief including assumptions, analysis findings, suggested improvements at problemlocations are summarized below.

The traffic data was collected from the City and the analysis was undertaken by using Synchro 8


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and Sim-Traffic software. City’s Synchro Guideline "Guidelines for Using Synchro 9 (includingSimTraffic 9)" was used to carry out the analysis. Level-of-service (LOS) analyses andoperational reviews were completed for area roads and intersections using:

Existing traffic levels (2013)Future traffic with background traffic growth and proposed site generated traffic for theyear 2031.

A growth factor of 1% was applied to the 2013 eastbound and westbound traffic volumes onSheppard Avenue E to project them to the year 2016 and 2031, respectively.

The analysis of existing conditions show that signalized and un-signalized intersections arecurrently operating at an overall LOS of C and A during the AM and PM peak hours,respectively. Sheppard Avenue East and Rean Drive/Hawksbury Drive intersection isexperiencing LOS F on the eastbound movement during the AM peak hour and eastbound andwestbound movements during the PM peak hour. In order to improve operations at thisintersection the following improvements were made:

1. A protected/permitted left-turn phase was introduced to the failing movements.

2. The cycle length at the Sheppard Avenue East and Rean Drive/Hawksbury Driveintersection was optimized/adjusted.

The proposed site generated traffic volumes were based on 1) 5-15 Kenaston Gardens TISreport conducted by BA Group in 2013 and 2) 591-593 Sheppard Avenue East TIS reportconducted by COLE in 2013. The site generated traffic west and east of Barberry Place wereincreased by 100% and 30% respectively to include all the remaining developable sites withinthe study area.

For future traffic conditions, a sensitivity analysis was conducted to estimate an optimizedsignal timing/phasing at the signalized intersections. The results of the analysis shows thatsignalized intersections are expected to operate at an overall LOS of D or better during the AMand PM peak hours. The future conditions analysis indicates that un-signalized intersections areexpected to operate at LOS A during the AM and PM peak hours.

This study concludes that the addition of the new east-west extension is feasible and will have aminimal traffic impact on the level of service and volume to capacity ratios in the adjacent roadnetwork.

The final Traffic Study Report can be found in Appendix F.

4.2 ALTERNATIVE SOLUTIONS

Alternative Solutions are reasonable, feasible ways of addressing the problem/opportunitystatement. Alternative Solutions include the “Do Nothing” alternative. The alternativesolutions that were considered are as follows:


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Alternative 1 - Do Nothing. This alternative would maintain the existing private drivewaybetween Rean Drive and Barberry Place. In this case since the driveway does not meet Citystandards, the City could not assume the driveway and take over its operation and it wouldremain private.

Alternative 2 - New east-west street (Kenaston Gardens to Barberry Place). The new portion ofstreet would be built to City standards. Approximately the west half of this street (Station0+000 to 0+068 as shown on Figure 7.5 and in detail in Appendix E) is planned to be built by theadjacent Chestnut Hill development and turned over to the City. The existing driveway betweenRean Drive and Barberry Place would remain as-is.

Alternative 3 - Reconstruct existing street (Barberry Place to Rean Drive). In this case the Citywould rebuild the existing driveway to City standards and could assume this street, but theportion from Barberry Place to Kenaston Gardens remain as-is.

Alternative 4 - Combination of New and Reconstructed Street (Alternative 2 and Alternative 3).With this alternative the City would rebuild the east portion and build the remaining unbuiltand full west portion to City standards and the City would assume the roadway to operate it asa City street. (Alternative 2 and Alternative 3)

Figure 4.1 – Alternative Solutions

4.3 EVALUATION METHODOLOGY

The Alternative Solutions developed to satisfy the Problem and Opportunity Statement wereevaluated with respect to their impact on the physical, social/cultural, natural, and economic


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environments as follows. The comprehensive evaluation process compares the AlternativeSolutions against each other, including a baseline “Do Nothing” option.

The assessment process scored each criterion on a 5-point scale, from most to least desirable,and compared alternatives against each other and the baseline as shown in Figure 4.2. Thegeneral evaluation criteria shown in bolded text below in Table 4.1 were developed by theProject Team and reviewed by TAC members to reflect a complete and comprehensive range ofconsiderations. For each criteria, indicators were developed to allow for an analysis of theadvantages and disadvantages of each alternative solution. These criteria are shown in theEvaluation Table in Figure 5.1.

Figure 4.2 – Evaluation Scale

Table 4.1 - Evaluation Criteria

Planning and Policy

• Addressing objectives of the OfficialPlan, Sheppard East Subway CorridorSecondary Plan, and Southeast BayviewNode Context Plan

• Provide connectivity through directaccess and address existing and futuredevelopment

• Urban design considerations

Natural Environment

• Vegetation, existing trees and wildlife

• Opportunities for street tree plantings

• Noise impacts

• Air quality

• Climate

Transportation

• Safety

• Operations

• Accessibility for Ontarians withDisabilities Act (AODA) and City ofToronto Standards

• Multimodal provisions

• Provision for Emergency Services

Engineering & Utilities

• Construction feasibility and staging

• Drainage/Stormwater management

• Utilities (Relocation/Replacement)


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Cultural and Built Heritage

• Cultural heritage landscapes

• Built heritage

• Potential archaeological impacts

Costs

• Property acquisition requirements

• Construction costs

• Operations and Maintenance costs

4.4 EVALUATION OF ALTERNATIVE SOLUTIONS

The evaluation of Alternative Solutions was completed by the Project Team through an iterativeapproach and building a consensus through discussion with TAC members, stakeholders, andthe public. The detailed evaluation scoring of the Alternative Solutions is shown below in Table4.1.

4.5 PREFERRED SOLUTIONS


Key Design Features of the Preferred Solution include:

• New 2-lane east-west street between Kenaston Gardens and Barberry Place

• Reconstructing the existing east-west street between Barberry Place and Rean Drive to a2-lane urban cross-section

• Providing 2-way stop signs at the intersections of Kenaston Gardens, Barberry Place andRean Drive

• Providing continuous sidewalks on both sides of the new east-west street to enhancethe pedestrian environment and thereby improve accessibility within the immediatestudy area

• Opportunity for new tree plantings, street furniture and street lighting

• Providing a storm sewer system to provide quantity and quality control to stormwaterrunoff


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Table 4.2 – Alternative Solutions Evaluation


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5 SUMMARY OF PREFERRED SOLUTION


Following the PIC, the preferred solution was updated to become the "Refined PreferredSolution" which is presented and discussed in further details in section 7.2.

The following is the summary of preferred solution (Alternative 4) and how it addresses theproject statement and project needs.

Planning and Policy

• Consistent with the City’s planning policies and objectives.

Transportation

• Improves transportation connectivity within the Southeast Bayview node area

• Provides access to residential properties along Kenaston Gardens, Barberry Place andRean Drive

• Maintains on-street parking and passenger pick-up / drop-off between Barberry Placeand Kenaston Gardens

• Improves pedestrian access and environment between Kenaston Gardens and ReanDrive with continuous sidewalks and pedestrian amenities

Natural Environment

• Does not result in significant impact to vegetation

• Provides an opportunity for new tree plantings

• Does not result in significant impact to wildlife habitat

Cultural and Built Heritage

• Does not impact heritage features or result in cultural impacts

• Does involve construction in areas of identified archaeological potential

Engineering

• Requires the installation of a new storm sewer system to convey stormwater


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• Relocation of existing utilities

Costs

Will require the acquisition of property between both Kenaston Gardens and Barberry Placeand between Barberry Place and Rean Drive to implement the recommended design as shownin Figure 7.3 and Figure 7.4. This alternative has the highest property requirement out of all thealternatives.


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6 CONSULTATION PROCESS

As mentioned above, the New East-West Street Environmental Assessment was carried out as aSchedule ‘B’ study in accordance with the Municipal Class Environmental Assessment, October2000 (as amended in 2007, 2011, and 2015).

One element of responsible environmental decision-making is ensuring that those with apotential interest in the undertaking are provided with opportunities to contribute to decision-making and to influence decisions where possible. Public consultation protects the publicinterest and helps ensure that concerns are identified early and addressed where possible.

As part of the Schedule ‘B’ study process, the public must be consulted at least once regardingthe study’s problem and opportunity statement and the development and evaluation of thealternative solutions.

The filing of the Project File Report completes the planning stage of the project. The Project FileReport is filed in the public record and made available for review for a thirty (30) calendar dayreview period. A public notice is published at commencement of the 30-day review period.

6.1 STAKEHOLDER CONSULTATION

External Stakeholder Consultation

The project team engaged local condo boards and developers with an interest in the EA studyto provide progress updates and to discuss plans, alternative solutions, and opportunities forcoordinating schedules and construction timing. The project team formally met with thefollowing stakeholders:

Pine Ridge Chestnut Hill Development – July 28, 2016

Liberty Development – August 16, 2016

Amica on Bayview (#12 Rean Drive) and The Claridges (#15 Rean Drive) – September 1,2016

9 Barberry Place (Heritage Building) – September 1, 2016

Chelsea Resident (19 Barberry Place) – October 14, 2016

Meeting minutes of the stakeholder meetings are provided in Appendix B.


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City of Toronto Senior Staff Consultation

Three (3) Technical Advisory Committee meetings were held throughout this study – on June30, 2016; August 5, 2016 and on September 22, 2016. The minutes of these meetings areprovided in Appendix A.

A staff report was prepared and presented to the Public Works and Infrastructure Committeemeeting held on November 21, 2016 which detailed the progress of the study and thepreliminary preferred plans. At its meeting on December 13, 2016, City Council received andadopted the recommendations of the report.

6.2 PUBLIC CONSULTATION

Public Information Centre

The public was invited to participate in the consultation process during a Public InformationCentres (PIC). The study team was available to answer questions and concerns about the study.The PIC was held on September 27, 2016 and presented the need and justification for theproject, the alternative solutions, and evaluation of the alternatives. The PIC was advertised tothe public on the project website, through flyers, as well as an advertisement that waspublished in the North York Mirror newspaper. The display panels that were presented at thePIC are provided in the Public Consultation Summary Report in Appendix B. There were 34registered members of the public who signed-in to the PIC. Most participants were in generalconcurrence with the recommended design for the extension of the street between Rean Driveand Kenaston Gardens.

The majority of people who submitted comments support the proposed new street from ReanDrive to Kenaston Gardens and welcome improved pedestrian and street connections for thegrowing Neighbourhood. Concerns received about the project are focused on the rationale,cost and property impacts of the new street extension between Barberry Place and KenastonGardens.

The detailed comments have been compiled and documented in the the Public ConsultationSummary Report in Appendix B.


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7 DESIGN AND IMPLEMENTATION

7.1 TIMING

Subject to available funding of the new east-west street and the necessary property acquisitionneeded to implement it, detailed design for the new road could be completed in one year.Delivery of the road construction is anticipated to be completed within two years of therequired funding being approved.

The project timing will also depend on the duration of the property acquisition of #13 and #23Barberry Place which will be acquired through the expropriation process. The expropriation ofproperty is a lengthy process which can take a minimum of 12 to 18 months to complete. Thisprocess could potentially push back the construction from the anticipated schedule.

7.2 TYPICAL CROSS-SECTIONS

The proposed preferred typical cross sections are shown in Figure 7.1 and Figure 7.2.

Figure 7.1 – Typical Section - New east-west street (Kenaston Gardens to Barberry Place)(Facing East)


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Figure 7.2 – Typical Section - Reconstruct existing street (Barberry Place to Rean Drive)(Facing East)

The profile has been developed to match existing profile along with existing developments. Theplan and typical cross sections include element width, sidewalks, driveway connections, parkingstall locations, pick-up and drop-off locations, development constraints, and schematic treelocations.

7.3 HORIZONTAL ALIGNMENT OF REFINED PREFERRED SOLUTION

To minimize impacts to adjacent properties, the proposed horizontal alignment shifts slightlynorthward with back-to-back 300 metre radii from the west limit at Kenaston Gardens as itapproaches towards Barberry Place to align with the existing private driveway/road betweenBarberry Place and Rean Drive.

Between Barberry Place and Rean Drive, the alignment is shifted to the north so that it iscentered along the 20.0m right-of-way with maintains the southern property lines and buildingfrontages between Barberry Place and Rean Drive.

The proposed alignment also respects the development plans and the narrower 16.5 m right-of-way for the Chestnut Hill development at the corner of the New Street and Kenaston Gardens,compared to the 20.0m minimum right-of-way proposed for the remainder of the New Street.The plans for the Liberty development is also coordinated with the proposed alignment mid-way between Barberry Place and Rean Drive.

Continuous sidewalks will be provided along both sides of the roadway, the planned width is2.1 m each. A 5.0m sidewalk connection from Sheppard Avenue East to the north side New


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street sidewalk is being planned along 591 Sheppard Avenue East redevelopment by LibertyDevelopments, which is shown on the refined preferred solution plan.

The refined preferred solution plan design is presented in Figure 7.3 and Figure 7.4.

7.4 PROFILE OF REFINED PREFERRED SOLUTION

The proposed preferred profile is shown in Figure 7.3. The profile illustrates the profiledeveloped by the Chestnut Hill development from Kenaston Gardens easterly for 40 metres.Grades are matched at the three intersecting roads and the plans developed by LibertyDevelopments for their driveway between Barberry Place and Rean Drive. The profile matchesthe existing approximately 5.9% gradient.


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Figure 7.3 – –Refined Preferred Solution - New east-west street (Kenaston Gardens to Barberry Place)


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Figure 7.4 – Refined Preferred Solution - Reconstruct existing street (Barberry Place to Rean Drive)


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Figure 7.5 – Existing and Proposed Profile of new east-west street


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7.5 MUNICIPAL SERVICES AND DRAINAGE IMPACTS

The installation of new watermain and sanitary sewers are not expected to be required as partof the construction of the new east-west street. Storm sewers will be designed to addressstorm drainage. The Chestnut Hill development will be building the portion of the new streetfrom Station 0+000 to 0+068 including a storm sewer and a location for a future potentialwatermain, if required, as shown and in detail in Appendix E. The remaining street requiresstorm sewer to drain the street following the grades shown on the profile in Figure 7.5. In theremaining portion of the street just west of Kenaston Gardens and a short section on the eastto 0+135+/-, storm sewers would be required and would connect to the storm sewers onKenaston Gardens. The reconstruction of the east portion of the street would drain to ReanDrive as it does now but a storm sewer with catchbasins near the midpoint to lessen overlandflows to Rean Drive would be required, and these are illustrated on the Liberty Developmentplans in Appendix D. As part of the Liberty Development construction, a storm sewer, sanitarysewer and watermain will be installed to service the site on the east street section betweenBarberry Place and Rean Drive.

The eastern segment between Kenaston Gardens and Barberry Place may require water andsanitary servicing to accommodate any redevelopment at #23 or #25 Barberry Place. Thedevelopment would have to review the requirements to confirm if servicing would go throughthe east-west street or Barberry Place.

7.6 HYDRO AND ELECTRICAL IMPACTS

Street lighting is proposed for the roadway to meet City requirements and to addresscomments by the public for providing a safe and well-lit public realm. The proposed streetlighting will be reviewed in detailed design and is expected to be located along the full length ofthe north boulevard. The three existing lighting standards in the north boulevard west of ReanDrive do not meet City standards and are expected to be replaced. Upon the City assumingownership of the new street, the operation of these three lighting fixtures would also cease tobe operated be Amica on Bayview condominium and would be operated by the City andToronto Hydro. The project team met with Toronto Hydro to discuss lighting issues, includingthe need for further discussion during detailed design about the type of fixtures to be used.

7.7 VEGETATION IMPACTS

The Study Area is an urban environment made up mainly of single unit residential homes thathave undergone redevelopment in recent years. As such, the area has been disturbed and isnow relatively devoid of natural features other than man made features that are part of thedevelopments, such as newer street tree plantings. Where the new right-of-way for this study isproposed, the land is presently made up in part by the private driveway and residentialproperties. Trees adjacent to and within the portion of land being turned over to the City ofToronto for the new road right-of-way as part of the Liberty Development (591, 593 and 595


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Sheppard Avenue) was the major concentration of vegetation in the Study Area, but these havesince been removed during the study as the development proceeded into construction.

Existing boulevard trees along the east portion of the planned New Street in front of #12 and#15 Rean Drive are expected to be maintained and a few new trees planted along the newright-of-way are planned with the Chestnut Hill development, as shown in Appendix E.Additional new trees will be placed in the remaining portion of the street to be designed duringdetailed design and it will be determined if the existing trees in those areas can be salvaged orif grading impacts will be too significant to avoid tree and root system impacts.

7.8 GEOTECHNICAL RECOMMENDATIONS

The western road segment is estimated based on constructing the new street from the planneddriveway to be built by the Chestnut Hill development from the connection at KenastonGardens to Station 0+068. The new roadway would thus begin at Station 0+068 to connect toBarberry Place at Station 0+120.

It is recommended that sidewalks be constructed on both sides of the east-west street for a anapproximate length of 200m To the east of Barberry Place, the existing south sidewalk is only1.7m wide. This sidewalk will be reconstructed and widened to 2.1m wide.

Between Barberry Place and Rean Drive, a portion of the roadway is already built. Throughgeotechnical investigations carried out as part of the EA, it has been determined that the roadbase is in an acceptable conditions and asphalt is near the minimum 100 mm depth required forthis type of roadway.

Once the Liberty Development is completed, the full road width will have been built fromStation 0+190 to 0+275. Given the asphalt cutting and patching with resulting joints requiredfor the Liberty Development for the driveway, for the water main and for the sanitary sewercuts in the roadway to Rean Drive and given the asphalt will be approximately ten years oldwhen the new east-west street is constructed, The asphalt can be removed and repaved 100mm as per the full-depth hot mix asphalt resurfacing recommendation in the Geotechnicalreport, rather than the milling and repaving 50 mm of asphalt. For the eastern portion, theexisting granular material can be left in place.

If the construction is completed during wet conditions and granulars become contaminated orthe top granulars do not seem acceptable, then that the top portion of the existing granularscould be removed allowing for 150 mm of fresh Granular A base, with the existing granularsused for other areas deemed suitable off of the roadway driving lanes, under non-vehicledriving areas such as in the parking areas or under other roadway elements.

The remainder of the eastern portion will involve a full depth road reconstruction with 40mmHL3, 60mm HL8, 150mm Granular A and 280 mm Granular B. This would cover the remainingarea from Station 0+127 to 0+275.


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7.9 ARCHAEOLOGICAL, HERITAGE, AND CULTURAL ENVIRONMENT

Based on the recommendations of the Archaeological Assessment, all of the Kenaston Gardensand Read Drive study area including the design limit has been determined through backgroundresearch and visual inspection to have been intensively and extensively disturbed and no longerhas potential for archaeological remains.

In the event that deeply buried archaeological remains are encountered on the property duringconstruction activities, the Archaeology Programs Unit, Programs and Services Branch Unit ofthe Ministry of Tourism, Culture and Sport should be notified immediately as well as the City ofToronto, Heritage Preservation Services Unit

In the event that human remains are encountered during construction, both the Ministry ofTourism, Culture, and Sport and the Registrar or Deputy Registrar of Cemeteries at theCemeteries Regulation Unit, Ministry of Government Services should be contactedimmediately.

#9 Barberry Place is a heritage home as discussed in section 3.11 and as shown in Figure 7.4 theproperty will not be affected by any of the construction works proposed.

7.10 COST ESTIMATE

The preliminary estimated construction cost for the recommended solution is presented inTable 7.1. The total estimated cost is $631,242, exclusive of costs associated with propertyacquisition requirements.

Table 7.1 – Preliminary Construction Cost Estimate

Component Cost

Construction $485,571.00

Engineering (10%) $48,557.00

Contingency (20%) $97,114.00

Total Construction Cost $631,242.00

The estimate is based on the recommended pavement structure noted in the geotechnicalreport consisting of 40mm HL3, 60mm HL8, 150mm Granular A and 250 mm Granular B. Theestimate also includes the anticipated storm water infrastructure, demolition of the existinghomes and relocation of utilities.

There are additional opportunities to reduce costs, primarily for the pavement structure, bysalvaging the existing asphalts and granular materials in areas that have already been built


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without the need for a total reconstruction. Areas that can be salvaged will be determinedduring the detailed design stage.

Since most of the proposed right-of-way expansion requires the acquisition of private property,the City will need to work closely with property owners to acquire the necessary property. Intotal, the City will need to acquire property and/or acquire permanent easements from 2landowners, which include:

#13 Barberry Place

#23 Barberry Place

The property requirements will be finalized during detailed design. The detailed cost estimate ispresented in Appendix K.

7.11 PERMITS AND APPROVALS

There are no permits for any Natural Environmental factors or issues required for the NewStreet between Rean Drive and Kenaston Gardens. Further coordination with Toronto Hydro onthe illumination design including, the poles and fixtures to be supplied, will be necessary.

Further consultation with internal departments at the City of Toronto will continue throughoutdetailed design. Any permits for work within the right-of-way will be obtained prior toconstruction.

7.12 MITIGATION MEASURES

Mitigation is limited mainly to coordination of the design, features and grading with adjacentproperties shown on Figure 7.3 and 7.4. The design must avoid impact to the heritage propertyat #9 Barberry Place. The City will also determine what would be done with property that is inexcess of the right-of-way shown with consistent widths where possible. There is excessproperty adjacent to #11 Kenaston Gardens (should be addressed through the Chestnut Hilldevelopment planning and design), #17 Kenaston Gardens, #9 Barberry Place, #19 BarberryPlace, and #25 Barberry Place.

The detailed design and construction will also need to be coordinated with traffic and impactsat the intersections including pedestrian access at sidewalks of the New Street on Rean Drive,Barberry Place and Kenaston Gardens. The detailed design and construction will also need to becoordinated with traffic and impacts at the Liberty Development access and the buildingfrontages with their main access, sidewalks along the south side of the driveway and parkinggarage access for the #12 Rean Drive (The Claridges) and #15 Rean Drive (Amica at Bayview)properties.

The recommendations of the Geotechnical Report should be followed.


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The following recommendations are made based on the findings of the Phase II EnvironmentalSite assessment (ESA):

1. No remedial action is required for the EC and SAR impacted soil. The EC and SARimpacted soil can be re-used for the on-site road development.

2. If the salt impacted soil is to be disposed off-site, the soil may only be placed:a) A minimum of 1.5 m below the finished grade at the disposal location; andb) On non-agricultural property.


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8 CONCLUSION

This Project File Report presents the results of the Environmental Assessment Study carried outto determine the specific needs for the new east-west street between Kenaston Gardens and ReanDrive and recommends constructing a new 2-lane roadway between Kenaston Gardens andBarberry Place and reconstructing the existing laneway between Barberry Place and Rean Driveto a 2-lane roadway. Sidewalk improvements and provision of streetscaping features will also beimplemented.

The project was found to be feasible with no major impediments or unacceptable environmentalimpacts. It conforms to the requirements for Schedule ‘B’ projects, in accordance with theMunicipal Engineers Association, Municipal Class Environmental Assessment (October 2000, asamended in 2007 and 2011).

new east-west street: kenaston gardens and rean drive · new east-west street:kenaston gardens to...

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